Summary The small tug SEACAPXII was towing the barge SEASPAN619 upstream in the North Arm of the Fraser River on 11 May 1995. While under the con of the deckhand, the tug veered when the wheel was left unattended, and the tug and the barge struck and damaged the dock, pilings and small vessels in the vicinity of Celtic Shipyards. The voyage to the Fraser River Terminals was resumed by the SEACAPXII after it had extricated the barge SEASPAN619 from the various other craft with which it was fouled. Ce rapport est galement disponible en franais. Other Factual Information Particulars of the Vessels In addition to the above vessels, the campbarge JOE'S SALMON LODGE and a five-metre runabout also suffered minor damage.The SEACAPXII is a steel tug primarily used in the Fraser River. It has twin propellers operating in Kort Nozzles and four rudders connected by a bar. There is an amidships deckhouse which has a galley at the after end and navigation equipment, steering controls and engine controls at the forward end. There are two steering wheels, one in the deckhouse and another on top of the deckhouse. Both steering wheels use direct hydraulic means to control two hydraulic rams which actuate the four rudders through a common connecting bar. There is also an alternative system of steering consisting of four electrical controllers (jog sticks). One is located at the aft steering position, a second on top of the wheel-house and two within the wheel-house. These jog sticks operate an electro-hydraulic shuttle control valve in the steering compartment, which in turn controls the two hydraulic rams which actuate the rudders through the connecting bar. Any single jog stick can control the steering at any time and they each override the steering wheel. The steering gear is of the Wagner type and the jog sticks are of the Square D type, having been changed to the Square D type from the Wagner type some years ago. The jog sticks are spring loaded so that they return to the neutral position when released. The aft deck jog stick was found to be defective in as much as it would remain in the port-engaged position until manually returned to the neutral position. Examination of the switch revealed that this defect had existed for some time prior to this occurrence. (See photographs). However, it was reported that the skipper never used the aft jog and the deckhand had not used it in the recent past. It was also reported that this jog stick had not jammed at any earlier date. The barge SEASPAN619 is a rectangular steel barge surmounted by a covered box rising to a height of 4.8 metres above the hull and extending to about 90 percent of the length and 90 percent of the breadth of the barge. The barge is built for carrying paper. Celtic Shipyards (1988) Ltd. is located on the north side of the North Arm of the Fraser River. There is a 35-ton Travelift hoist and berthing facilities on a floating dock for a number of small vessels. On the morning of 11 May 1995, a campbarge known as JOE'S SALMON LODGE was berthed at the floating dock. Some people were living on the barge and were asleep at the time of the occurrence. There were also a number of smaller pleasure boats and tugs berthed on the outside of the floating jetties. The shipyard employs round-the-clock security at its site. The tug took the loaded barge in tow off the North Arm Jetty at 0345(1) on 11 May 1995 and was bound for the Fraser River Terminals. The tug had on board a master and a deckhand who had been on duty since 1800 on 10 May 1995. The master had a certificate of competency as Master of a Home Trade Steamship under 350 tons, the deckhand was uncertificated. Shortly after taking the barge in tow, the master handed the con to the deckhand and went to the galley in the after part of the deckhouse to rest. At about dawn, while approaching Celtic Shipyards the tug and tow were approximately in the middle of the river. The deckhand, intending to make a small port correction in the vessel's heading, moved the aft deck jog stick to port and went to the side of the tug. During his absence the aft deck jog stick jammed in the port position. It did not return to neutral as designed. Instead of making the small correction intended, the tug veered sharply to port when the rudder reached the hard-over position. At this time the master was in the after part of the deckhouse. Observing the port swing, he tried to correct it by using the steering wheel in the wheelhouse but the wheel had been rendered inoperative by the jammed aft deck jog stick. The jog-stick was freed by the deckhand and control of the steering regained. Except for the master and deckhand of the tug SEACAPXII, no other witness saw the initial striking of floats and vessels by the tug and the tow. However the noise of the collision alerted the shipyard security guard and awoke some of the persons asleep on the camp barge. These persons witnessed the latter part of the occurrence. It is believed that the tug SEACAPXII and barge SEASPAN619 first struck the aluminum barge CANADIAN NATURAL 1 berthed at the old dock which is to the west of the shipyard. Both tug and tow rebounded, striking and damaging the guide piers which lead to the Travelift hoist. The tug CELTIC and fishing vessel MAY, berthed on the outside of the U-shaped main dock structure, were the next to be struck. The upper cabin structure of the CELTIC was damaged, setting off the interior security alarm. The tug FULBOR and a pleasure craft suffered crushing damage. The dock structure was damaged extensively as the piles holding the floats were knocked over and the floats themselves were damaged. These floats had electrical wiring in the form of overhead and other wires, which were also damaged. The gangway accessing the floats shifted when the floats moved and was tilted dangerously. The SEACAPXII manoeuvered to extricate its barge SEASPAN619 which had become fouled with the other boats. As a result of the striking, the dock structure became unsafe for use and the camp barge was moved to another location. After inspecting the damage to the dock and boats, the SEACAP XII resumed its voyage to the Fraser River docks. Damage to the SEACAPXII and the SEASPAN619 was negligible. Valley Towing does not have a regime in place encouraging crew training. Neither the master nor the deckhand could recollect participating in a safety drill and there was no written company safety policy or instruction regarding the testing of control equipment on board. The crew lacked training in standard first aid and marine emergency duties. However, the tug complied with existing certification and manning requirements and the Fraser River By-laws regarding manning. There is no specific by-law concerning navigation in the vicinity of the shipyard. McDonald Slough is on the south side of the river opposite the shipyard. Vessels tend to keep towards the north side of the river in order to avoid set when passing the slough. The North Fraser Harbour Commission confirmed that the tidal stream in the vicinity of Celtic Shipyard on the morning of 11 May 1995 would not have been strong enough to have contributed to the above occurrence.